Driving attachment for ignition apparatus



W. E. SCHWARZMANN AND C. H. ALI/0RD. DRIVING ATTACHMENT FOR IGNITION APPARATUS.

APPLICATION FILED JAN. 9| I920.

Patented May 2,1922.

3 SHEETS-SHEET 1 A n. :W :n :QQII .I I EE-il q ATTORNEY.

W. E. SCHW'AHZMANN AND C. H. ALVORD.

DRIVING ATTACHMENT FOR IGNITION APPARATUS.

APPLICATION FILED JAN. 91 I920.

Patented May 2, 1922.

3 SHEETS-SHEET 2- INVENTORS M69007 56611012496017 p 67am; 1467/05? A TTORN E Y.

w. E. SCHWARZMANNAND c. H. ALVORD.

DRIVING ATTACHMENT FOR IGNITION APPARATUS.

APPLICATION mzo'um. 9. 1920.

1,414,753. Patentd May 2, 1922.

SSHEETS SHEET 3.

l N VEN TOR5 [Va/77607 E. Ye/9 war: man

A TTORNE Y.

SCHWARZMANN, a

UNITED STQTES PATENT OFFICEL,

'WOLFGANG E. SCHWARZMANN, OF LONG MEADOW, AND CLAYTON 1H. ALVORD, OF

WEST SPRINGFIELD, MASSACHUSETTS, ASSIGNORS T0 .AMERIGAN BOSCH MAG- NETO CORPORATION, OF. SPRINGFIELD, MASSACHUSETETS,

NEW YORK.

DRIVING ATTACHMENT FOR IGNITION APPARATUS.

Specification of Letters Patent.

Patented May 2,1922.

Application filed January 9, 1920. Serial No. 350,328.

' T 0 all whom it may concern:

Be it known that we, WOLFGANG E.

citizen of the States, residing at and whose post-oflice address is 51 Belleclaire Avenue, Long Meadow, Hampden County, State of M assachusetts, and CLAYTON H. Anvonn, a citizen of the United States, residing at and whose post-office address is 28 Nelson Street, Vest Springfield Hampden County, State of Massachusetts, have invented certain new and useful Improvements in Driving Attachments for IgnitionApparatus; and we do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

The present invention relates to driving attachments for driving from internal combustion englnes, magnetos, and if desired on automobiles or other moving vehicles, and on stationary englnes.

between sprocket wheels on the shafts of the magneto and engine at the front thereof,

or to use gears on the shafts with or without intermediate gears, the gearing of either type being enclosed by a comparatively large housing extending around the shafts. Owing to the restricted and irregular space available at the front of the engine, each type of such attachment was devised with special reference to one particular type or model of engine, and owing to its size and in other cases that a considerable amount of" fitting be done to secure it in place.

, I In accordance with our invention, the lspace requirement and weight of the attachment is reduced at a saving in, cost, and the I labor of the installation is reduced. We, do this bycombining with the engine and the magneto, or the magneto associated with a distributor, a rotatable drive shaft embodied in the mechanical connections between a United shaft of the engine and the shaft of the magneto, so that by using a longer or shorter drive shaft, as the case may require, the at tachment, OthGI'WlSB' the same,"may readily be installed. on engines of difierentmodels" or types.

Our invention comprehends, as one of its parts, an attachment which extends across the front of the engine and in which the "rotatable drive shaft carries gears meshed 1 w1th the gears on a shaft of the engine and the shaft of the magneto, each set of the cooperative gears being enclosed in a separate housing which, preferably, provides the bearings for the drive shaft. To further reduce the weight and space requirements and to provide more readily for different engines,

the drive shaft is preferably unhoused, and

the gears are of angle form, such as spiral,

A CORPORATION OF m; ion-i worm or bevel. Also the housing at the en gine shaft may be secured in place by an arm, preferably aspring arm, fastened at one end to the engine and having its other end inengagement with or fastened to the housing, whereas the other housing may be secured to the magneto by fastening means.

iVhile'the foregoing arrangements pro.

vide for readily changing the length of the Heretofore it was customary to use chains 7 drive shaft to accommodate different e'ngames, it 1s sometimes necessary also that the magneto be mounted in various relations to the cngine, that at different elevations with respect to its crankcase. Thus,whether or'not the drive. shaft carrles gears in mesh with the respective gears on the'shafts of the engine and magneto, and whether or not each set ofcooperative gears is enclosed in a a housing, our invention comprehends, as an other of its parts. an attachment having a gear on a shaftof the engine, a gear on the magneto shaft, and angular-1y ad ust-able supporting means for supporting the drive may extend'between the gears in the directlon that most su tably avoids existing parts of the engine and its auxillaries.

1 securedthereto in adjusted position, so as to be turned to'support the drive shaft in ad- The ad- 'iustable supporting. means may consist of a ,sha-ft in adjusted axial position, so that it justed, axial position; or both supports, the

one at the shaft of the engine and also the one at the shaft of the magneto, may be at tached in adjusted position so as to accommodate the drive shaft in the desired axial position. In the specific embodiments here inafter disclosed, both supports are provided With angularly adjustable securing means, each preferably forming a housing; as here inbefore mentioned.

here angle gearing is used, as shown in the preferred construction hereinafter disclosed, we have discovered that the engine knock that might otherwise occur may be prevented by relieving the shaft from end thrust of the attachment. In accordance with this part of our invention, the angle gear mounted on the shaft of the engine is arranged to thrust in the direction of said shaft, but a member secured to the engine has a bearing surface, such as raised pad, against which said gear exerts its thrust.

lVhere the supports for the attachment are in the form of housings for the respective sets of cooperative gears. each of the gears on the drive shaft rotates against a bearing surface provided for it in the housin g, so that the drive shaft is relieved of end thrust. hether or not the end thrust on the drive shaft is relieved in this way, but preferably in combination with that con struction, the drive shaft is arranged to float. as, for instance, by mounting the gears non-rotatably thereon but axially movable therealong. We have discovered that in this way the drive shaft isbetter able to witlr stand the shock and vibration to which it is subjected in operation. and can be made smaller than would otherwise be necessary for transmitting the thictuating torque of the magneto. The advanta s thereof are further enhancec by providing a bearing for the drive shaft, such as is forn'ied by a collar fastened to the shaft and, set into a bearing in one of the housi s. or by il'astening one of the gears to the drive shaft.

It is sometimes desirable to provide an.

auxiliary source of ignition for the engine. here a distributor is used. the rotor be connected to the urive shaft. For engines operating on the four-cycle stroke, thus requiring an ignition spark in each cylinder at alternate revolutions. the rotor of the distributor may be mounted directly on the outer end of the drive shaft, the drive shaft being-geared to the engine to run at cam shaft speed, and also beinggeared to the magneto to drive it at the proper speed, such as crank shaft speed for a four-cylinder engine and a magneto generatingtwo sparking voltages per rotation.

In the accompanying drawings illustrating our invention, in application, as examples, to various types of four-cylinder engines operating on the four cycle stroke with.

a bipolar magneto driven from the cam shaft, Fig. l is a front elevationof the attachment applied to the engine of a Ford automobile; Fig. ,2 is a side elevation thereof; Fig. I) is a front elevation of the attachment as a plied to an engine of a Fordson tractor; Fig. l is a side elevation thereof; Fig. 5 is a front elevation on an enlarged scale of the housing' at the engine shaft of Fig. 1, with the cover removed; Fig. (5 is a front elevation. on the same enlarged scale of the housingat the magneto shaft of Fig. l with the cover removed; Figs. 7, 8 and 10 are sections on lines 77, S-8 and l010, respectively. of Fig. l; 9 is a section of line 9 9 of Fig. 7; Fig. 11 is a section on line ll.ll on Fig. 6; andv Fig. 12 is a front elevation. on another scale, of an attachment for driving; a magneto and a distributor from the engine, the covers of the housings being removed. and the electrical connections being shown diagrammatically.

Referring particularly to Figs. 1 and 2, the cam shaft l. of the engine 2 is driven in anticlockwise direction by the crank shaft 3 through 1:2 speed reducing gearing,- (not shown). The oil well 4- is integral wi the c ver 5 of the gear case enclosing that gearand bolted to the crank case 6. The belt z-uliuster 7 is fastened to the cover 5.

in n as. 3 and l. the cover 8 of the gear case \iil'QiQl to the crank case 9 of the enis l, ginc i0. and encloses the gearing (not sh own) between the crank shaft and the cam shaft to drive the camshaft in anticlockwise direction at half speed. The water duct l]. is integral with the cover 8. and the oil. well 12 is located behind it.

The driving attachment ill strated in Fig. l is identical with that of Fig. 3. excepting that the drive shaft 13 of Fig. 1 is shorter than the drive shaft id: of Fig. I), the attachment cxterniling across the front of the engine and providing; for different axial positions thereof to accommodate the magnctos 1 and 16 in different relations to the engine,

shown. is shown particularly in Figs. 5 to ll, the attachment consists of a spiral gear 17 fast on the cam shaft l of the engine, and a spiral gear 18 fast on the armature shaft 19 of the mag -note. the mechanical connections becon them comprising the drive shaft 13 on r-xhich is noirrotatably secureda spiral (gear 20 in mesh with the gear 17 and a spiral u ear in mesh with the gear 18. The spiral ii is mounted fast by means of the split conical sleeve 22 forced between the can! shaft and an internal recess of the gear by the nut 5.3 and washer 24-. The spiral gear 18 is fastened to the magneto shaft 19 by keying its tapered hub 25 to the shaft and holding it in position. thereon by the nut 26 and washer 27. The gen rs 20 and 21 are each non-rctatah v secured to the drive shaft 13,

Ell)

near opposite ends thereof, by the feathers 28 and 29 fast with the shaft and loosely set in slots of the respective gears, so that, al-

. though the shaft may move axially through the gears, they turn with the shaft.

Each set of the cooperative or meshed gears 17, or 18, 21 1S enclosed in a sepa rate housin The housing at the cam shaft 1' of the engine consists of a roar member 80 and a cover 31 fastened together li yiscrews a. raised pad 32 of annular form in sliding contact with the rear face 33 of the gear 1'7.

Both the rear member and the cover of this housing have recesses adapted, when the members are fastened together, to form cavities 34 and 35 for the gears 17 and 20, and bearings 36 and 37 for the drive shaft 13. The grease cup 58 I is intended to furnish lubrication for "the gears and bearings within the housing.

The housing for the set of cooperative gears 18, 21 at the magneto shaft 19 comprises a rear member 39 a-nd a cover 40 which likewise are screwed together along a plane axially of the driveshaft 13; Each 1 of these members is recessed so that when they are fastened there are cavities 41 and 42 for the'gears 18- and 21, and bearings and 44 for the drive shaft. Another cavity 45 is formed for the collar 46 which is;

, pinnedto the outer end'of the drive shaft.

The grease cup 47 is intended to furnish lubricationforthe gears and the bearings within the housing.

The housing 30, 31 at the cam shaft l'of the engine is secured in. place by being held against the cover 5 of the gear casing by the spring arm 47 which is fastened one end.

to the engine by the screw 48 and at the other end to the cover 31 of the housing by the screw 49 passing through the slot- 50 into the lug 51of the cover. hen the screw 49 is loosened, the housing 30, 31 may be turnedabout the cam shaft 1 through the limit of the slot, and it may be fastened to the arm 47 at any adjusted position.

The rear member of the housing 39, 40 at the magneto shaft'19 has ears with elongated 9 slots 52 for the screws '53 passing into the bracket 54 which is rigidly fastened to the magneto. Upon looseningthe screws 53,'the

housing may be turned about the magneto shaft through the limits of the slot-s52,

and the housing maybe secured to the magneto in any adjusted position; Figs. 1 and. 2 show the twohousings fastened in adjusted position for supporting the drive shaft in one axialposition', and Figs. 3 and 4 show i the housings securedin' another adjusted position to support the drive shaft in an axial out requiring any imu'zhining or position more nearly horizontal. In both cases, the driving attachment avoids parts of the engine and its auxiliaries with thereof.

As a" result of the fact that the drive shaft 13 is axially slidable through the spiral 20 and 21, although non-rotatablysecured thereto, the end thrust of those gears not transmitted to the drive shaft, but is taken up by the bearing surfaces provided by the cavities 35 and 42 in the housing. In this way the drive shaft merely floats, the end thrust to which it is subjected by reason of its weight and vibration or shock being taken up at the bearing for the collar 46 provided by the cavity 45 in the housing 3;), 40.

The arrangement shown in Fig. 12 is similarin many respects to that of Figs. 1 and 2. However, the drive shaft 5 is extended so as to have mounted on its outer end the rotor of the distributor 56 and the two housings '57 and 58 are modified to provide for such gears that the shaft is driven from the cam shaft of the engine withou, speed change, whereas the magneto shaft is driven from the drive shaft through 2:1 speed-raising gears. In this way, the drive shaft 55 retates at cam shaftspeed, instead of crank shaft speed of the previous arrangements, to provide the proper speed for the distributor. The magneto shaft rotates at crank shaft speed, as. before. It willbe observed that the housing-fat the cam shaft of the and 66 forthe drive shaft, whereas the housing at the magneto shaft 19 provides cavities 68 and 69 for the gears 70 and 71,-and bcarings at 72 and 73 for the drive shaft. Also, the drive shaft has the collar 7 4 pinned to it in the cavity 75. The distributor 56 is identical with that employed on engines existing on Ford cars,- although rotated in opposite direction thereto, and, as is well known, is connected by wires 7 6 to vibrators in the coil box 77 ,;the secondaries of which are connected to the spark plug cables 78. The distributor distributes the current from the battery 7 9 to the vibrators in turn.

Vhen the distributor is associated with the magneto; as shown in Fig. 12. and it is desired to replace magneto ignition with battery ignition, the spark plug cables 80 leading from the magneto are disconnected from the spark plugs 81 and in place thereof the cables 78 are connected to the spark plugs. Upon closing the switch 82 to complete the circuit fromthe battery 79 to the vibrators,

ignition current is'furnished. from the auxiliarv source in the order and at thetnne determined bythe distributor. In the arrangement of Flg.

V 1, the magneto 1 15 is mounted on a bracket 83 supporting the timing lever84, whereas 1n tlie'arrangement then fastened on those shafts.

of Figs. 8 and t, the magneto 1G is mounted on a bracket 85 but, in this case, without a timing lever. In the arrangement of Fig. 12, the timing lever 86 concurrently times the magneto and the distributor.

To install the magneto and the driving -attachment therefor on the engine of Figs.

1 and three bolts of the crank case 6 are removed, and longer bolts 87 and 88 substituted therefor to hold the magneto bracket 83 in place, after the radiator, fan attachment and timer are removed. The magneto 15 is then fastened on the base of the bracket. With the housing covers 31 and 10 detached, the rea" members and are placed in position around the respective shafts 1 and 19. The gears 17 and 18 are lVhen the members 31 and 40 are turned to the proper position, the drive shaft 13 is set in its bearings with the gears 20 and 21 in mesh with the gears 17 and 18. The covers 31 and 4L0 may then be attached to the rear housing member and the spring arm 17 secured to the lug 51 in adjusted position. It is un- (lei-stood. of course, that the parts should have proper freedom and that the magneto should be timed properly to the engine.

The method of installing the arrangements of Figs. 8 and 12 will be obvious from the foregoing.

It is apparent that in all of the foregoing embodiments, the collar 46 and 74 may be omitted by fastening one of the gears on the drive saaft The bearings for those gears would still relieve the drive shaft from end thrust, and the drive shaft, being axially movable through the other mounted on it, would still provide for slight variations of the distance between the axes of the shaft of the magneto and the cam shaft of the engine. which variations might be due to inaccuracies in manufacture or installation, or to vibration in operation. Besides eliminating the collar, this arrangement also eliminates the bearing therefor and reduces the size and weight of that housing.

Having thus described our invention, what we claim is:

1. The combination with an internal combustion engine, and a magneto for supplying ignition current thereto, of a driving attachment arranged across the front of the engine for driving the magneto from the engine and comprising a gear on a shaft of the engine, a. gear on the shaft of the magneto, rotatable drive shaft carrying cooperative gears meshed with the respective gears on said shafts, a housing enclosing the meshed gears at the shaft of the engine, and another housing enclosing the meshed gears at the shaft of the magneto, both of said housings providing bearings for the drive shaft.

2. The combination with an internal combnstion engine, and a magneto for supplying ignition current thereto, of a driving attachment arranged across the front of the engine for driving the magneto from the engine and comprising a gear on a shaft of the engine, a gear on the shaft of the mag neto, a rotatable drive shaft carrying cooperative gears meshed with the respective gears on said shafts, a housing for the meshed gears at the shaft of the engine, an arm fastened at one end to the engine and having its other endv in engagement with said housing to hold it in place against the engine. another housing for the meshed gears at the shaft of the magneto, and fastening means for se curing the last mentioned housing to the magneto.

The combination with an internal com hustion engine, and a magneto for supplying ignition current thereto, of a driving attachment arranged. across the front of the engine for driving the magneto from the engine and comprising a gear on a shaft of the engine, a gear on the shaft of the magneto, a rotatable drive shaft carrying cooperative gears meshed with the respective gears on said shafts, a housing for the meshed gears at the shaft of the engine, a spring arm fastened at one end to the engine and fastened at the other end to said housing to hold it in place against the engine, another housing for the meshed gears at the shaft of the magneto, and fastening means for securing the last mentioned housing to the magneto.

l. The combination with an internal comhnstion engine, and a magneto adapted to be mounted in various relations to the engine for supplying ignition current thereto, of a driving attachment for driving the magneto from the engine, comprising a gear on a shaft of the engine, a gear on the shaft of the magneto, mechanical connections between said gears including a rotatable drive shaft, and angularly adjustable supporting means for supporting the drive sh aft in adjusted axial position.

5. The combination with an internal combutsion engine, and. a magneto adapted to be mounted in various relations to the engine for supplying ignition current thereto, of a driving attachment for driving the magneto from the engine, comprising a gear on a shaft of the engine, a gear on the shaft of the magneto, a rotatable drive shaft, gears mounted on the drive shaft in engagement with the respective gears on the shafts of the engine and magneto. and angularly adjustable supporting means for supporting the drive shaft in adjusted axial position.

6. The combination with an internal combustion engine, and a magneto adapted to be mounted in various relations to the engine for supplying ignition current thereto, of a driving attachment for driving the magneto from the engine, comprising a gear on a shaft of the engine, a gear on the shaft-of the magneto, mechanical connections between said gears including a rotatable drive shaft, and an adjustable support secured to the magneto to support the drive shaft, and means for holding said supportin adjusted position whereby said drive shaft is supported in adjusted axial position.

7, The combination withan internal combust-ion engine, and a magneto adapted to be mounted in various relations to the engine for supplying ignition current thereto, of a driving attachment for driving the magneto from the engine, comprising a gear on'a shaft of the engine, a gear on the shaft of the n'iagneto, mechanical connections between said gears including a rotatable drive shaft, a support adapted to be turned relatively to the magneto, and fastening means for securing the support to the magneto to support the drive shaft in adjusted axial position.

8. The combination withan internal coinbustion engine, and a magneto adapted to be mounted in various relations to the engine for supplying ignition current thereto, of a driving attachment for driving the magneto from the engine, comprising a gear on a shaft of the engine, a gear on the shaft of the magneto, mechanical connections be tween said gears including a rotatable drive shaft, and an adjustable support attached to lihe engine to support the drive shaft, and means for holding said support in adjusted position whereby said drive shaft is supported usted axial position.

9, The combination with an internal combustion engine, and a magneto adapted to be mounted in various relations to the engine for supplying ignition current thereto, of a driving attachment for driving the mag neto from'the engine, comprising a gear on a shaft of the engine, a gear on the shaft of the magneto, mechanical connections be tween said gears including a rotatable drive shaft, a support adapted to be turned relatively to the engine, and means for securing the support to the engine to support the drive shaft in adjusted axial position.

10. The combination with an internal combustion engine, and a magneto adapted to be mounted in various relations to the engine for supplying ignition current thereto, of a driving attachment for driving the magneto from the engine, comprising a gear on a shaft of the engine, gear on the shaft of the magneto, mechanical connections between said gears including a rotatable drive shaft, an adjustable support secured to the magneto, and an adjustable support secured to the engine and means for holding said supports in adjusted positions whereby the.

drive shaft is supported in adjusted axial position.

said gears including a rotatable drive shaft,

supports for the drive shaft, adjustable se curing meansfor securing the support to the magneto in any position to which it i may be turned, and adjustable securing means for securing the other support to the engine in any position to which it may be turned, whereby the drive shaft is supported in adjusted axial position.

12. The combination with an internal combustion engine, and a magneto adapted to be mounted in various relations to the engine for supplying ignition current thereto, of a driving attachment for driving the magneto from the engine, comprising gear on a shaft of the engine, a gear on the shaft ofthe magneto, a rotatable drive shaft having gears mounted on it in mesh with the respective gears onthe shafts of the engine and magneto, a housing enclosing the mesh ed gears at the engine shaft, and a housing enclosing the meshed gears at the magneto shaft, one of said housings having securing means for holding it in adjusted position to thereby support the drive shaft in adjusted axial position. I

13. The combination with an internal combustion engine, and a magneto adapted to be mounted in various relations to the engine for supplying ignition current thereto, of a driving attachment for driving the magneto from the engine, comprising av gear on a shaft of the engine, a gear on the shaft of the magneto, a rotatable drive shaft having gears mounted on it in mesh with the respective gears on the shafts of the engine and magneto, a housing enclosing the meshed gears at the engine shaft, and a housing enclosing the meshed gears. at the niagueto shaft, each of said housings having securing means for holding it in adjusted angular position to thereby support the drive shaft in adjusted axial position.

1.4L. The rombination with an internal combustion engine, and a magneto for supplying ignition current thereto, of a driving attachment for driving the magneto from the engine, comprising a gear on a shaft of the engine, a gear on the shaft of the mag neto, and mechanical connections between said gears including a floating drive shaft.

15. The combination-with an internal combustion engine, and a magneto for supplying ignition current thereto, of a driving attachment for driving the magneto from theengine, comprising a gear on a shaft of the engine, a gear on the shaft of the magneto, cooperative gear: meshe with the gears on said she "ls, 2 rotatable drive shaft non-rototzibly secured '0 said cooper-2" gears and oxielly movable through one thereof, and means iii-eventing axial movement or the drive i t.

20. The COIllbli'JllllUll with en ii 1' nol ceinbustion engine, and 2:, nmgneto for supplying ignition current thereto, or ii driring crechuent for driving the i 5 in the en- I oi" the inxuineto,

irs on 1 t nonwo eoopernti ve gears 21 nd ir High, and means i the ioonerzi ive gear-1 tie with said she'lis. e rotatable drive totehly secured M) axially inoanble ther V preventing axial movement 0! shutt.

ii". 'ihec, r, huslion en me, and n inligi ignition current in internal ("out o for singpl thereto, oi a drivin LnClHIlGllt lor driving the in,- :to iii/iii engine, comprising in: a gle gear on a eh i of the engine, on on;- o yea r on the shaft ot the nurgncto, cooper-ii 1' i angle gears meshed with the gears on shafts, a, rotatable drive shaft no; -ro" secured to said mtion engine, and 1 magneto tor supplying ignition current the: 01 L drivlng et technicnt d 111;,1' i eng ne, coni 1% H i t 0 .m

V 1 u I m! he on o I l ti '2 i3 ice :1 v and a diving co; 'uection. be a 1 l hint at magneto, in). i he combination with on internal ce'n oustioi engine, and 2!, magneto for eupol mg ignition current thereto, of :1, driving at,- iTlClllllQ-Dl) tor drivi g tie nogneto from the engine, comprisnr .yle gear mounted on ii shelt oi' the engine end 8Y1,

thrust in the Ull'GCtl JD Oi sold shuit, A men-- ber secured to the engine and having raised pod against which seif gear thrusts, and :1 (ilEF JiDQ' er oetween said 3' end the sheit oi the magneto. 7

F20. The eoi'nb'ination with on into 'uol conhustion engine, one, u inogneto for supplying ignition current thereto, of a driving attachment for d *ing the magneto from the engine, comprising an angle gear on a shaft oi? the engine, an angle gear on'the shaft ol? the magneto, inechzdnical connections between said gears including a rotatable drive shaft carrying cooperative gears meshed with the flliUS on said slizi:i":ts,eii(l a housing enclosing.

o cooperative gears and having a engine, and a IYHLgEJG LO sup ilying 1 current thereto, of a driving uttzirhment Fir driving the magneto from the ine, comprising an angh our on ii shaft of the engine, angle gear on the shaft o the nuw'neto, mechanical connections heears including :i rotatable drive ioirrototubly secured to but axially through i'roopemtive goers n'iesheil ears on said shafts, and :1 housing each, of said cooperative gears and. l e illllg surfaces arranged to take the list thereof. )2 The combination with on. internal co1n hustion engine, a magneto for sn 'iplying ignition rurrei'lt thereto, and a distributor for supplying ignition current thereto from on auxiliary source of run-rent of a driving attachment for driving the .i'nugneto and the Lil? ibutor from the engine, comprising :1 gear on a shaft of the engine, a gear on the shalt oi the magneto, and EL rotatable shalt carrying coopc zitive gears meshed with the respective gears on said shafts and also carrying the rotor of the distributor.

Lo The cmnhmetwn with 1H1 internal COMP ion engine operating on the 'lou1'cycle e, u magneto for supplying ignition curit thereto, and :i distril'iutor for supplying iiition current to the engine {10111 on our-:- ior source of current, of l. driving attachment for driving the magneto and ti e distributor from the engine, comprising :i drive shalt d iv n by the engine at clnnshzift speed secured to the rotor oi the distribi'itor,

rind gearing between the drive shaft and the magneto for driving the magneto at the proper speed to produce one ignition "iirrei'it for each cylinder at alternate revolui s oi the engine.

. The combination with L], lourrylinder uhustion engine operating on the ll co: four ,cle st "oi-re, H- bipolar magneto tif'or sup- .1 plying ignition current thereto, and a dis tributor for supplying ignition current to the engine from an auxiliary source of current, of :1 driving attachment for (:lriving the magneto and the dist,' miter from the nigine, (OlnpllSlllg a drive shaft driven by the eng ne at corn shaft speed and secured to the tor of the distributor, and gearing between e drive shaft and the magneto for driving e magneto at crank shorlt't speed.

testimony whereot we hereto all ix our signatures.

WOLFGANG- E. SCHYVARZMANN.

CLAYTON H. ALVORD. 

